CN111356830A - Throttling device and fuel boil-off gas recovery system - Google Patents

Abstract

The throttle device of the present invention comprises: a throttle valve (30) that opens and closes the main passage (12); a main body (10) having a main passage (12), a sub-passage (14) bypassing the throttle valve (30), and gas passages (15, 14b) for introducing fuel evaporation gas into the main passage (12); a first adjustment valve (41) that adjusts the passage area of the sub-passage (14); a drive source (50) for driving the first adjustment valve (41); and a second regulating valve (61) for regulating the passage area of the gas passage (15); the second regulating valve (61) is driven by the driving force of the driving source (50). Accordingly, the increase of dedicated parts can be suppressed, the cost can be reduced, the size can be reduced, and the fuel evaporation gas can be reliably recovered without being released to the outside.

Description

Throttling device and fuel boil-off gas recovery system

technical field

The present invention relates to a throttle device and a fuel boil-off gas recovery system including a structure for introducing boil-off gas of fuel in a fuel tank of a motorcycle or the like into an intake system of an engine.

Background technique

In conventional vehicles such as motorcycles, in order to prevent the evaporative gas of fuel generated in the fuel tank from being released into the atmosphere, an evaporative fuel processing device is known which is provided with a metal can ( canister), a charging pipe that guides the boil-off gas from the fuel tank to the metal canister, and an exhaust pipe that guides the boil-off gas from the metal canister to the intake passage of the engine, through the negative pressure generated in the intake passage, the metal canister is The boil-off gas inside is exhausted into the intake passage (for example, refer to Patent Document 1 and Patent Document 2).

However, in the above-described evaporative fuel processing device, the amount of exhaust gas of the evaporative gas exhausted from the metal can into the intake passage depends on the negative pressure of the intake passage, so it is difficult to arbitrarily control the exhaust gas amount, and it is necessary to The passage area of the exhaust pipe is set according to the demand of the exhaust gas volume of each vehicle.

In addition, in other motorcycles and the like, in order to prevent the evaporative gas of the fuel generated in the fuel tank from being released into the atmosphere, a metal can arrangement structure or a fuel evaporative gas recovery device is known, which is provided with a temporary storage of evaporative gas. Metal tank for gas, charge piping that guides boil-off gas from the fuel tank to the metal tank, exhaust piping that guides boil-off gas from the metal tank to the intake passage of the engine, on the downstream side of the metal tank or in the middle of the exhaust piping An exhaust valve including a dedicated drive source, and by appropriately controlling the exhaust valve, the evaporative gas in the metal can is exhausted into the intake passage at a desired flow rate (for example, refer to Patent Document 3 and Patent Document 4)

However, in the above-described metal can arrangement structure or fuel boil-off gas recovery device, an exhaust valve including a dedicated drive source is required, and especially in a small motorcycle for which cost reduction is desired, an increase in parts, an increase in cost, a Larger, so not ideal.

prior art literature

Patent Literature

Patent Document 1: Japanese Patent Laid-Open No. 2013-71486

Patent Document 2: Japanese Patent Laid-Open No. 2013-19398

Patent Document 3: Japanese Patent Laid-Open No. 2012-7537

Patent Document 4: Japanese Patent Laid-Open No. 2016-8014

SUMMARY OF THE INVENTION

The problem to be solved by the invention

The present invention is made in view of the above-mentioned circumstances, and an object of the present invention is to provide a throttle device and a fuel boil-off gas recovery system capable of recovering fuel boil-off gas by suppressing the increase of dedicated parts, realizing cost reduction, miniaturization, and the like.

technical solutions to problems

The throttling device of the present invention comprises: a throttle valve, which opens and closes the main channel; a main body, which has a main channel, a secondary channel bypassing the throttle valve, and a gas channel for introducing the fuel evaporated gas into the main channel; a first adjustment valve, which adjusts The channel area of the secondary channel; the driving source, which drives the first regulating valve; and the second regulating valve, which is driven by the driving force of the driving source to regulate the channel area of the gas channel.

In the above-mentioned throttle device, a configuration may be adopted in which the first regulating valve is arranged to freely move back and forth in a predetermined direction, and the second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve. .

In the above-mentioned throttle device, the first regulator valve and the second regulator valve may be arranged so that when the first regulator valve moves in the valve closing direction, the second regulator valve moves in the valve opening direction.

In the above-mentioned throttling device, a configuration including a first urging spring that urges the first regulating valve in the valve opening direction or the valve closing direction, and a configuration which urges the second regulating valve in the valve closing direction may be adopted. When the second urging spring is opened and closed, the second regulating valve is maintained in a state of contact with the first regulating valve by the force exerted by the second urging spring.

In the above-mentioned expansion device, when the second regulator valve is maintained in the closed state, the first regulator valve and the second regulator valve may be arranged so that they do not come into contact with each other.

In the above-mentioned throttling device, the sub-channel may include an upstream-side channel branched from the main channel, a downstream-side channel that merges with the main channel, and a connecting channel that communicates the upstream-side channel and the downstream-side channel, The gas passage includes a downstream-side passage that forms a part of the secondary passage, and an introduction passage that communicates with the downstream-side passage.

In the above-mentioned throttle device, a configuration may be adopted in which the first regulating valve is arranged to freely move back and forth in a predetermined direction, and the second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve. , the connecting channel and the introduction channel are arranged in the prescribed direction, the first adjustment valve adjusts the channel area of the connecting channel, and the second adjustment valve adjusts the channel area of the introduction channel.

In the above-mentioned throttle device, a configuration including a casing that is detachably connected to the main body, accommodates the second regulating valve, and defines a passage communicating with the gas passage may be adopted, and the casing includes a casing that can be connected to the gas passage. Connector for piping through which fuel boil-off gas flows.

The fuel boil-off gas recovery system of the present invention is a fuel boil-off gas recovery system for collecting fuel boil-off gas to an intake system of an engine, and has a configuration including a throttle device, mounted on the engine, and including the casing a fuel tank; a metal tank for introducing and temporarily storing the fuel evaporated gas in the fuel tank; and a pipe for connecting the connector of the bushing included in the throttle device to the metal tank.

In the fuel boil-off gas recovery system, a configuration may be adopted in which the second regulating valve is driven to open and close by the drive control of the drive source based on the opening degree information of the throttle valve included in the throttle device.

effect of invention

According to the throttling device and the fuel boil-off gas recovery system having the above-described configuration, the increase in dedicated parts can be suppressed, cost reduction, miniaturization, etc. can be achieved, and the fuel boil-off gas can be reliably recovered without releasing the fuel boil-off gas to the outside.

Description of drawings

FIG. 1 is a system diagram showing a fuel boil-off gas recovery system of an engine including the throttle device of the present invention.

2 is an external perspective view showing an embodiment of the throttle device of the present invention.

FIG. 3 is an exploded perspective view of the throttle device shown in FIG. 2 .

Fig. 4 is a partially cutaway perspective view of a part of the throttle device shown in Fig. 2 .

FIG. 5 is a partially cutaway perspective view of a part of the throttle device shown in FIG. 2 .

FIG. 6 is a cross-sectional view through the axis of the main passage of the throttle device shown in FIG. 2 .

7 is an exploded perspective view showing a drive source, a first regulating valve, and a first biasing spring included in the throttle device of the present invention.

8 is an exploded perspective view showing a second regulating valve, a second biasing spring, and a sleeve included in the throttle device of the present invention.

9 is a perspective cross-sectional view showing a state in which the second regulating valve and the second biasing spring are accommodated in the sleeve.

10 is a diagram for explaining the operation of the first regulating valve and the second regulating valve included in the throttle device of the present invention, and is a partial cross-sectional view showing a state in which the second regulating valve is closed.

11 is a diagram illustrating the operation of the first regulating valve and the second regulating valve included in the throttle device of the present invention, and is a partial cross-sectional view showing a state in which the second regulating valve is opened.

12 is a partial cross-sectional view showing another embodiment of the first regulating valve included in the throttle device of the present invention.

FIG. 13 is a characteristic diagram showing the operation characteristics of the first regulating valve and the second regulating valve of the embodiment shown in FIG. 12 .

14 is a partial cross-sectional view showing another embodiment in which the sleeve, the first regulating valve, and the second regulating valve are changed in the throttle device shown in FIG. 12 .

FIG. 15 is a partial cross-sectional view showing a modification of the embodiment shown in FIG. 11 .

Detailed ways

Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 11 .

As shown in FIG. 1 , in an intake system 3 mounted on an engine 2 of a motorcycle, the throttle device 1 of one embodiment is assembled in the middle of an intake pipe 3b on the downstream side of the air cleaner 3a.

Here, the throttle device 1 is provided with a rotational drive source 4 for rotationally driving the valve shaft 20 of the throttle valve 30 , and a position sensor 5 for detecting the opening position of the throttle valve 30 .

In addition to the engine 2 and the intake system 3 including the fuel injection injector 2a, the motorcycle includes a fuel tank 6, a metal can 7, a pipe 8a connecting the fuel tank 6 and the metal can 7, and a metal can 7 The piping 8 b and the control unit 9 connected to the connector 74 of the expansion device 1 .

The metal can 7 includes a container 7a, an inlet connector 7b, an outlet connector 7c, and a suction pipe 7d.

Activated carbon that temporarily adsorbs fuel boil-off gas is accommodated in the container 7a.

The introduction connector 7b is connected to the piping 8a which guides the fuel boil-off gas from the fuel tank 6 .

The lead-out connector 7c is connected to a pipe 8b that guides the fuel boil-off gas stored in the container 7a to the expansion device 1 .

The suction pipe 7d takes in outside air according to the pressure in the container 7a, and a filter and a check valve are arranged inside the suction pipe 7d.

In addition, the suction pipe 7d is not open to the outside air, and may be connected to the downstream side of the air cleaner 3a via piping.

That is, the expansion device 1 , the fuel tank 6 , the metal tank 7 , the piping 8 a connecting the fuel tank 6 and the metal tank 7 , and the piping 8 b connecting the connector 74 of the expansion device 1 and the metal tank 7 are constituted. The fuel boil-off gas is recovered to the fuel boil-off gas recovery system of the intake system 3 of the engine 2 . In addition, the piping 8a may be eliminated, and the metal tank 7 and the fuel tank 6 may be arranged adjacent to each other.

As shown in FIGS. 2 to 4 , the throttle device 1 includes a main body 10 , a valve shaft 20 having an axis S, a throttle valve 30 , a first regulating valve 41 , a first biasing spring 42 , and a driving first regulating valve 41 . The driving source 50 , the second regulating valve 61 , the second biasing spring 62 , the casing 70 that accommodates the second regulating valve 61 and the second biasing spring 62 and is connected to the main body 10 .

The main body 10 is formed of a metal material such as aluminum, and includes a connecting flange portion 11a, a connecting flange portion 11b, a main passage 12, a valve shaft hole 13 through which the valve shaft 20 passes, a secondary passage 14, and a gas for introducing fuel boil-off gas. A part of the channel is an introduction channel 15 , a recess 16 for accommodating the first regulating valve 41 and the first biasing spring 42 , a mounting portion 17 for mounting the drive source 50 , and a flange portion 18 for mounting the sleeve 70 .

The connecting flange portion 11 a and the connecting flange portion 11 b are connected in the middle of the intake pipe 3 b so that the main passage 12 defines a part of the intake passage of the intake system 3 .

Here, the connection flange portion 11a is connected to the upstream side, and the connection flange portion 11b is connected to the downstream side.

The main passage 12 is formed in a cylindrical shape elongated in the direction of the axis L so that intake air as a fluid flows.

The valve shaft hole 13 is formed as a circular hole so that the valve shaft 20 can be rotatably passed therethrough.

In addition, the valve shaft 20 may be supported via a bearing fitted in the valve shaft hole 13 .

The secondary passage 14 is formed so as to branch from the main passage 12 so as to bypass the throttle valve 30 , and then join the main passage 12 again.

Here, as shown in FIGS. 4 and 5 , the sub-channel 14 includes an upstream-side channel 14a branching from the main channel 12, a downstream-side channel 14b that merges with the main channel 12, and a channel that communicates the upstream-side channel 14a and the downstream-side channel 14b. A connecting channel 14c is formed.

The cross section of the upstream passage 14a is circular, and is formed to extend obliquely after branching from the main passage 12 on the upstream side of the throttle valve 30 .

The cross section of the downstream side passage 14b is circular, and is formed so as to extend obliquely toward the main passage 12 on the downstream side of the throttle valve 30 so as to merge.

The cross section of the communication passage 14c is circular, and is formed so as to communicate with the upstream passage 14a and the downstream passage 14b, and to extend in the direction of the axis S1 which is a predetermined direction.

Here, the axis S1 is arranged in parallel with the axis S of the valve shaft 20 .

The introduction passage 15 forms a part of the gas passage through which the fuel boil-off gas is introduced, has a circular cross section, is formed to extend in the direction of the axis S1 , and communicates with the passage 71 of the sleeve 70 .

On the upstream side of the introduction passage 15, a valve seat 15a on which the second regulating valve 61 is seated is formed.

That is, the introduction channel 15 is arranged on the same axis as the connecting channel 14c in the direction of the axis S1.

Therefore, when machining the introduction channel 15 and the connecting channel 14c with a tool such as a drill, the main body 10 only needs to be machined in the direction of the axis S1, and thus the steps associated with machining can be reduced and the manufacturing cost can be reduced.

Also, when the valve shaft hole 13 is similarly drilled for the main body 10, since the axis S1 is parallel to the axis S, the valve shaft hole 13, the introduction passage 15 and the The connecting channel 14c is processed, and the manufacturing cost can be reduced by reducing the number of steps in the same manner as described above.

In the above-described configuration, the main body 10 is formed with a gas passage for introducing the fuel boil-off gas into the main passage 12 through the introduction passage 15 and the downstream passage 14b forming a part of the secondary passage 14 .

That is, the downstream side passage 14b which is a part of the sub passage 14 also functions as a gas passage.

Therefore, the position where the gas passage opens at the main passage 12 is the position at which the downstream passage 14b of the secondary passage 14 opens, and the structure can be simplified compared to the case where a dedicated passage is provided as the gas passage.

As shown in FIGS. 4 to 6 , the recessed portion 16 is formed so as to extend in the direction of the axis S1 to accommodate the first regulating valve 41 and the first biasing spring 42, and to have a substantially elliptical cross-section so as not to cause the first adjustment valve 41 and the first biasing spring 42 to be accommodated. A regulating valve 41 rotates around axis S1 and delimits two contact surfaces 16a.

Moreover, the recessed part 16 is formed so that it may communicate with the upstream side passage 14a and the connecting passage 14c of the sub-channel 14, and also functions as a part of an upstream side passage or a connecting passage.

As shown in FIGS. 3 and 4 , the mounting portion 17 includes a fitting portion 17 a into which the engaging portion 54 of the driving source 50 is fitted, and a screw hole into which a screw b1 for tightening the pressing member 56 for pressing the engaging portion 54 is screwed. 17b.

The flange portion 18 includes a joint surface 18a to which the sleeve 70 is joined, and a screw hole 18b into which the screw b2 for fastening the sleeve 70 is screwed.

As shown in FIG. 3 , the valve shaft 20 has a circular cross section, is formed of a metal material or the like so as to extend in the direction of the axis S, and includes a slit 21 and a screw hole 22 in which the throttle valve 30 is fitted in a substantially central area.

The valve shaft 20 is inserted into the valve shaft hole 13 of the main body 10, and the throttle valve 30 fitted in the slit 21 is fastened with the screw b3, thereby holding the throttle valve 30 openably and closably.

As shown in FIGS. 3 and 6 , the throttle valve 30 is formed of a metal material or the like in a substantially disk shape, and includes a circular hole 31 through which a screw b3 is inserted.

The throttle valve 30 is arranged so that after the valve shaft 20 is inserted into the valve shaft hole 13 , it is inserted into the slit 21 and fixed to the valve shaft 20 with the screw b3 to open and close the main passage 12 .

Furthermore, the throttle valve 30 opens the main passage 12 to a desired opening degree in accordance with the rotation of the valve shaft 20 .

As shown in FIGS. 4 to 7 , the first regulating valve 41 includes a front end portion 41a, a cylindrical portion 41b, a female thread 41c, a flange portion 41d, and two anti-rotation walls 41e.

Then, in the idling range of the engine 2 , the first regulating valve 41 is appropriately driven by the driving source 50 to adjust the flow rate of the intake air flowing in the secondary passage 14 .

The distal end portion 41a is elongated in the direction of the axis S1 and formed in a conical shape, and is arranged so as to face the communication passage 14c to define the measuring portion.

Then, when the first adjustment valve 41 moves in the direction of the axis S1, the front end portion 41a adjusts the passage area of the communication passage 14c.

Moreover, as shown in FIG.4 and FIG.5, the front-end|tip part 41a is formed so that it may contact the front-end|tip part 61a of the 2nd adjustment valve 61 in the axis line S1 direction.

The cylindrical portion 41b is formed so as to extend in the direction opposite to the front end portion 41a in the direction of the axis S1.

The female screw 41c is formed on the inner side of the cylindrical portion 41b, and is screwed with the male screw 52a of the drive source 50 over a predetermined stroke.

The flange portion 41 d is formed around the cylindrical portion 41 b and receives one end portion of the first biasing spring 42 .

The two anti-rotation walls 41e are formed so as to extend in the direction of the axis S1 from the outer peripheral region of the flange portion 41d, and to define a substantially elliptical outer contour.

Furthermore, as shown in FIG. 6 , the two anti-rotation walls 41e are in contact with the two contact surfaces 16a of the concave portion 16, so as to restrict the rotation of the first regulating valve 41 around the axis S1, and guide the front end to freely move back and forth on the axis S1. the role of the part 41a.

The first biasing spring 42 is a compression-type coil spring. In the recessed portion 16, one end portion is engaged with the flange portion 41d of the first valve body 41, and the other end portion is engaged with the bottom wall of the recessed portion 16 to compress a predetermined amount. The amount of state configuration.

Then, the first biasing spring 42 biases the first regulating valve 41 in the direction of the axis S1 which is a predetermined direction, that is, in the valve opening direction in which the distal end portion 41a is away from the communication passage 14c.

As a result, backlash (backlash) of the female thread 41c of the first adjustment valve 41 and the male thread 52a of the drive source 50 in the direction of the axis S1 is prevented, and the passage area can be adjusted with high accuracy.

Alternatively, a first biasing spring that biases the first regulating valve 41 in the valve closing direction may be employed.

As shown in FIGS. 4 and 7 , the drive source 50 includes a stepping motor 51 , an output shaft 52 , a housing 53 , an engaging portion 54 , a connector 55 , and a pressing member 56 .

The stepping motor 51 operates in synchronization with pulse power, and includes a rotor to which an output shaft 52 is coupled, a stator arranged around the rotor, and a coil wound around the stator. As the configuration of the coil, two-phase, three-phase, and five-phase can be applied.

The output shaft 52 outputs rotational force from the stepping motor 51, and includes a male thread 52a formed in a region on the front end side.

The external thread 52a is screwed with the internal thread 41c of the first adjustment valve 41 .

Therefore, the first regulating valve 41 moves in the valve closing direction or the valve opening direction along the axis S1 in accordance with the rotation direction of the output shaft 52 .

The housing 53 is formed so as to accommodate the stepping motor 51 and to isolate the stepping motor 51 from the fluid flowing into the recessed portion 16 .

The engaging portion 54 is integrally formed in the housing 53 , is fitted and engaged with the fitting portion 17 a in the mounting portion 17 of the main body 10 , and is pressed by the pressing member 56 and fastened with the screw b1 .

The connector 55 has a terminal for supplying electric power to the stepping motor 51, and is electrically connected to the wiring of the motorcycle.

The pressing member 56 is arranged so as to press the engaging portion 54 from the outside after the engaging portion 54 is fitted to the engaging portion 17 a of the main body 10 , and is fastened to the main body 10 with the screw b1 .

The second regulating valve 61 is formed of a metal material so as to extend in the direction of the axis S1, and as shown in FIGS. 4 , 5 and 8 , includes a front end portion 61a, a columnar portion 61b, a conical surface 61c, and a flange portion 61d, groove part 61e, groove part 61f.

In addition, the second regulator valve 61 adjusts the flow of the gas flowing in the introduction passage 15 serving as the gas passage by the driving force of the drive source 50 transmitted through the first regulator valve 41 in the operating range other than the idling range of the engine 2 . The flow of fuel boil-off gas.

The front end portion 61a is formed in a columnar shape, and is disposed so as to pass through the introduction passage 15 and face the inside of the downstream passage 14b.

And the front-end|tip part 61a is formed so that the front-end|tip part 41a of the 1st adjustment valve 41 may contact by the force which the 2nd biasing spring 62 urges.

Here, when the second regulating valve 61 is in the valve-closed state, the distal end portion 61 a and the distal end portion 41 a of the first regulating valve 41 are arranged so that they do not come into contact with each other.

As shown in FIGS. 8 and 9 , the columnar portion 61b is inserted into the guide passage 71c of the sleeve 70, and is guided movably in the direction of the axis S1.

The conical surface 61c is in close contact with the seat surface 15a formed at the edge of the introduction passage 15 in the valve-closed state. In addition, the conical surface 61c adjusts the passage area of the introduction passage 15 by appropriately moving the second adjustment valve 61 in the direction of the axis S1.

The flange portion 61d is inserted into the guide passage 71b of the sleeve 70, and is guided movably in the direction of the axis S1.

The grooves 61e and 61f are formed so as to form gaps with the inner wall surfaces of the guide passages 71b and 71c of the sleeve 70 so that the fuel boil-off gas introduced through the piping 8b flows toward the introduction passage 15 .

The second biasing spring 62 is a compression-type coil spring. In the passage 71 of the sleeve 70 , one end engages with the flange portion 61 d of the second regulating valve 61 , and the other end engages with the receiving surface 72 of the sleeve 70 . Combined, it is configured in a state compressed by a predetermined amount.

Furthermore, the second urging spring 62 urges the second regulating valve 61 in the valve closing direction. That is, the force is applied in the direction in which the distal end portion 61 a comes into contact with the distal end portion 41 a of the first regulating valve 41 .

According to the above-described arrangement relationship of the first regulating valve 41 and the second regulating valve 61 , when the second regulating valve 61 is driven to open and close, the second regulating valve 61 is maintained in a position with the first regulating valve by the second biasing spring 62 . 41 State of contact.

Thereby, the movement of the second regulating valve 61 and the movement of the first regulating valve 41 can be linked.

In addition, when the first regulating valve 41 moves in the valve closing direction, the second regulating valve 61 moves in the valve opening direction.

Accordingly, when the second regulator valve 61 is opened and the fuel boil-off gas flows from the introduction passage 15 into the downstream side passage 14b, the first regulator valve 41 moves in the valve closing direction, thereby suppressing or preventing the fuel boil-off gas from flowing through the connecting passage. 14c and flow into the concave portion 16 .

Furthermore, when the second regulating valve 61 is maintained in the valve-closed state, the first regulating valve 41 and the second regulating valve 61 are arranged so that they do not come into contact with each other.

Accordingly, the closed state of the second regulating valve 61 can be surely maintained, and the inflow of the fuel boil-off gas outside the desired operation range can be prevented.

According to the above configuration, when the first regulating valve 41 is driven by the driving source 50 , the second regulating valve 61 is driven to open and close in conjunction with the movement of the first regulating valve 41 , that is, it is opened by the driving force of the driving source 50 . Close the drive.

In this way, since the drive source 50 for driving the first regulator valve 41 is also used as a drive source for driving the second regulator valve 61, a dedicated drive source for the second regulator valve 61 is not required, and the increase in dedicated parts can be suppressed and the realization of Cost reduction, miniaturization, etc.

The sleeve 70 is formed using a metal material or the like, and as shown in FIGS. 8 and 9 , includes a channel 71 , a receiving surface 72 , a flange portion 73 , and a connector 74 .

The channel 71 is formed by a large-diameter channel 71a, a guide channel 71b, a guide channel 71c, and a small-diameter channel 71d arranged in this order with the axis S1 as the center.

Furthermore, the passage 71 communicates with the introduction passage 15 and the downstream passage 14b which are the gas passages of the main body 10 .

In addition, the large-diameter passage 71 a , the guide passage 71 b , and the guide passage 71 c also function to accommodate the second regulating valve 61 and the second biasing spring 62 .

The flange portion 73 includes a joint surface 73a and a through hole 73b.

The joint surface 73 a is joined to the joint surface 18 a of the flange portion 18 of the main body 10 .

The through-hole 73b is formed so that the screw b2 screwed into the screw hole 18b of the flange part 18 of the main body 10 may pass therethrough.

The connector 74 is formed in a cylindrical shape, and is formed so as to be connectable to the piping 8b for guiding the fuel boil-off gas.

That is, the sleeve 70 is detachably coupled to the main body 10, accommodates the second regulating valve 61, and defines a passage 71 that communicates with the introduction passage 15 and the downstream passage 14b as gas passages.

In this way, by providing the sleeve 70 for accommodating the second regulating valve 61, the second regulating valve 61 can be easily assembled to the main body 10, and the second regulating valve 61 according to the required specifications can be appropriately assembled.

In addition, when there is an existing throttle device including the first regulating valve 41 and the drive source 50 , the throttle device 1 including the second regulating valve 61 can be easily provided by performing additional processing or the like on the existing body. , the common use of parts, the reduction of the number of parts, and the reduction of manufacturing costs can be achieved.

Next, the operation of the fuel boil-off gas recovery system including the expansion device 1 will be described with reference to FIGS. 10 and 11 .

Here, the control unit 9 controls the drive of the rotary drive source 4, the drive of the drive source 50, and the like based on the detection signal of the position sensor 5, the operation information of the engine 2, and other related information.

First, when the engine 2 is in the idling range, the throttle valve 30 is in a state where the main passage 12 has been closed, and after the intake air flowing in the main passage 12 flows in the secondary passage 14 in a manner of bypassing the throttle valve 30, is sucked into the main channel 12 again.

In this state, the first regulating valve 41 is appropriately driven by the driving source 50, the front end portion 41a adjusts the passage area of the communication passage 14c, and the idle operation of the engine is maintained in a stable state.

That is, as shown in FIG. 10 , in the idling operation region, in a state where the first regulator valve 41 is not in contact with the second regulator valve 61, the drive source 50 appropriately adjusts the position in the direction of the axis S1 to adjust the position of the communication passage 14c. channel area. Thereby, the amount of intake air flowing in the sub-passage 14 is adjusted.

In addition, in the idling operation region, since the second regulator valve 61 is always out of contact with the first regulator valve 41, the driving force of the driving source 50 is not transmitted.

Therefore, the conical surface 61c of the second regulating valve 61 is in close contact with the valve seat 15a by the force of the second biasing spring 62, and the valve-closed state is maintained.

Thereby, the fuel boil-off gas in the metal can 7 does not flow into the introduction passage 15 from the passage 71 and is in a blocked state.

On the other hand, when the engine 2 is located in an operation region other than the idle operation region, the throttle valve 30 is within a predetermined opening degree range, and the main passage 12 is opened.

Therefore, the intake air flowing in the main passage 12 is drawn into the engine 2 after flowing in the main passage 12 without passing through the secondary passage 14 .

At this time, it is not necessary to use the first regulating valve 41 in order to adjust the amount of intake air flowing in the sub-passage 14 .

Then, in order to open the second regulating valve 61 to introduce the fuel boil-off gas into the intake system 3 , the driving control of the driving source 50 is performed based on the detection signal of the position sensor 5 .

That is, when the driving amount of the driving source 50 is controlled based on the opening degree information of the throttle valve 30 and other operation information, the second regulating valve 61 is appropriately moved in the direction of the axis S1 via the first regulating valve 41 to open the valve, and the leading end The portion 61 a adjusts the channel area of the introduction channel 15 .

Thereby, the fuel boil-off gas flows through the introduction passage 15 and the downstream side passage 14 b serving as the gas passage, and is introduced into the main passage 12 .

Specifically, as shown in FIG. 11 , when the first regulator valve 41 is driven in the valve closing direction by the drive source 50 in the operation range other than the idling range, the front end portion 41 a and the front end portion of the second regulator valve 61 are formed. 61a contacts.

When the first regulating valve 41 is further driven in the valve closing direction, the second regulating valve 61 is opened while resisting the force exerted by the second urging spring 62 in conjunction with the movement amount of the first regulating valve 41 in the direction of the axis S1. Valve direction moves.

Thereby, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel boil-off gas flowing into the main passage 12 through the introduction passage 15 and the downstream passage 14b as gas passages is adjusted.

As described above, the second regulating valve 61 is driven to open and close by the drive control of the drive source 50 based on the opening degree information of the throttle valve 30 included in the throttle device 1 .

As described above, according to the throttle device 1 having the above-described configuration, the drive source 50 is also used as the drive source of the second regulator valve 61, thereby suppressing the increase of dedicated parts, realizing cost reduction, size reduction, etc. The boil-off gas is released to the outside and is surely recovered.

In addition, by providing the second regulating valve 61 that is driven to open and close by the driving force of the driving source 50, the fuel boil-off gas can be introduced into the main passage 12 at a desired timing, so the gas passage does not have a position where the main passage 12 opens. It is limited to the vicinity of the throttle valve 30 or the downstream side, and can be set in a wide region including the upstream side.

12 is a diagram showing another embodiment of the throttle device of the present invention, which is the same as the above-described embodiment except that the first regulating valve 43 in which the distal end portion 41 a of the first regulating valve 41 is changed is used. Therefore, the same reference numerals are assigned to the same configuration and the description thereof will be omitted.

In this embodiment, the first regulating valve 43 includes: a front end portion 43a, a cylindrical portion 41b, a female thread 41c, a flange portion 41d, and two anti-rotation walls 41e.

The front end portion 43a includes a conical surface 43a1 defining a gap with the inner peripheral surface of the connecting passage 14c, and a cylindrical surface 43a2 formed continuously with the conical surface 43a1 and sliding on the inner peripheral surface of the connecting passage 14c in close contact with each other.

The conical surface 43a1 is used to adjust the passage area of the communication passage 14c to adjust the flow rate of intake air flowing in the secondary passage 14 in the idling region.

The cylindrical surface 43 a 2 is used for adjusting the flow rate of the fuel boil-off gas flowing in the introduction passage 15 by opening the second regulating valve 61 in the operating range other than the idling range.

That is, in the idling operation region, the first regulator valve 43 maintains a state that does not come into contact with the second regulator valve 61, while the drive source 50 appropriately adjusts the direction of the axis S1 within the range of the stroke in which the conical surface 43a1 faces the communication passage 14c. position to adjust the channel area. Thereby, the amount of intake air flowing in the sub-passage 14 is adjusted.

On the other hand, in the operation area other than the idle operation area, if the first regulator valve 43 is driven in the valve closing direction by the drive source 50, at the timing of transition from the conical surface 43a1 to the cylindrical surface 43a2, or after the transition At the timing, the distal end portion 43a comes into contact with the distal end portion 61a of the second regulating valve 61 .

Then, when the first regulating valve 43 is further driven in the valve closing direction, the second regulating valve 61 and the movement amount of the first regulating valve 43 in the direction of the axis S1 are linked to resist the force exerted by the second urging spring 62 Move in the direction of valve opening. Thereby, the second regulating valve 61 is opened, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel boil-off gas is adjusted.

According to this embodiment, as shown in FIG. 13 , only the second adjustment valve 61 can be operated in a region where the first adjustment valve 43 has no adjustment effect on the secondary passage 14 .

Thereby, the adjustment operation of the first adjustment valve 43 and the adjustment operation of the second adjustment valve 61 are completely separated, and a clearance region can be provided.

In particular, when the second regulator valve 61 is in the open state, the first regulator valve 43 is in the state where the communication passage 14c is closed, so that the fuel boil-off gas can be surely prevented from flowing through the communication passage 14c and into the recess 16 .

In addition, since the first adjustment valve 43 is not seated on the edge of the connecting passage 14c, the internal thread 41c and the external thread 52a are not caught or stuck due to excessive movement, and the desired screw feeding function can be maintained. .

FIG. 14 shows that in the throttle device shown in FIG. 12 , the sleeve 170 is used instead of the sleeve 70 , the first adjustment valve 44 with the front end portion 43 a of the first adjustment valve 43 is changed, and the second adjustment valve 63 is used. Instead of the second adjustment valve 61 , a second biasing spring 64 is used instead of the second biasing spring 62 in the drawing. The configuration other than the above is the same as that of the above-described embodiment. Therefore, the same reference numerals are assigned to the same configuration and the description thereof will be omitted.

In this embodiment, the first regulating valve 44 includes a front end portion 44a, a cylindrical portion 41b, a female thread 41c, a flange portion 41d, and two anti-rotation walls 41e.

The front end portion 44a includes: a conical surface 44a1 defining a gap with the inner peripheral surface of the connecting passage 14c; a cylindrical surface 44a2 formed continuously with the conical surface 44a1 and sliding in close contact with the inner peripheral surface of the connecting passage 14c; and a rod 44a3 is formed on the distal end side of the conical surface 44a1.

The conical surface 44a1 is used to adjust the passage area of the communication passage 14c to adjust the flow rate of intake air flowing in the secondary passage 14 in the idling region.

The cylindrical surface 44a2 is used for adjusting the flow rate of the fuel boil-off gas flowing in the introduction passage 15 by opening the second regulating valve 61 in the operation range other than the idle speed range.

The rod 44a3 is formed so as to be in releasable contact with the second adjustment valve 63 .

The second regulating valve 63 is formed in a disk shape that forms a thin plate covering the area of the introduction passage 15, and is swingably arranged around the support shaft 63a.

The second urging spring 64 is a coil torsion spring arranged around the support shaft 63a, and urges the second regulating valve 63 to rotate in the valve closing direction.

The sleeve 170 includes: a channel 171 , a flange portion 73 , and a connector 74 .

The passage 171 communicates with the introduction passage 15 and the downstream passage 14b which are the gas passages of the main body 10 .

The sleeve 170 is detachably connected to the main body 10, accommodates the second regulating valve 63 and the second biasing spring 64, and defines a passage 171 that communicates with the introduction passage 15 and the downstream passage 14b as gas passages.

That is, in the idling operation region, the first regulator valve 44 maintains a state of not being in contact with the second regulator valve 63, while the drive source 50 appropriately adjusts the direction of the axis S1 within the range of the stroke in which the conical surface 44a1 faces the communication passage 14c. position to adjust the channel area. Thereby, the amount of intake air flowing in the sub-passage 14 is adjusted.

On the other hand, in the operation area other than the idle operation area, if the first regulator valve 44 is driven in the valve closing direction by the drive source 50, at the timing of transition from the conical surface 44a1 to the cylindrical surface 44a2, or after the transition At the timing, the rod 44a3 comes into contact with the second regulating valve 63 .

Then, when the first regulating valve 44 is further driven in the valve closing direction, the second regulating valve 63 and the movement amount of the first regulating valve 44 in the direction of the axis S1 are linked to resist the force of the second urging spring 64 Rotate in the direction of valve opening. Thereby, the second adjustment valve 63 is opened, the passage area of the introduction passage 15 is appropriately adjusted, and the flow rate of the fuel boil-off gas is adjusted.

According to this embodiment, in the same manner as described above, only the second adjustment valve 63 can be operated in the region where the first adjustment valve 44 does not exert an adjustment effect on the sub-channel 14 .

Thereby, the adjustment operation of the first adjustment valve 44 and the adjustment operation of the second adjustment valve 63 are completely separated, and a clearance region can be provided.

In particular, when the second regulator valve 63 is in the open state, the first regulator valve 44 is in the state where the communication passage 14c is closed, so that the fuel boil-off gas can be surely prevented from flowing through the communication passage 14c and into the recess 16 .

In addition, since the first adjustment valve 44 is not seated on the edge of the connecting passage 14c, the internal thread 41c and the external thread 52a are not caught or stuck due to excessive movement, and the desired screw feeding function can be maintained. .

Furthermore, the second regulating valve 63 is in the shape of a thin plate, and the second biasing spring 64 is a coil torsion spring, so that the dimension in the direction of the axis S can be reduced, so the sleeve 170 can also be made smaller, and the device can be made more compact. miniaturization.

FIG. 15 is a diagram showing a modification of the embodiment shown in FIG. 11 .

In this modification example, the front end portion 41a1 in which the inclination angle of the front end portion 41a of the first regulating valve 41 and the size of the outer contour are changed from the configuration of the first regulating valve 41 and the communication passage 14c shown in FIG. 11 is adopted. . In addition, the inner diameter and shape of the communication channel 14c may be appropriately changed.

Then, as shown in FIG. 15 , in the region other than the idling operation in which the second regulating valve 61 is in the valve-open state, a part of the intake air flowing in the main passage 12 flows through the communication passage 14c and flows into the downstream passage 14b.

In this way, a part of the intake air introduced from the main passage 12 through the connecting passage 14c merges with the fuel boil-off gas introduced through the introduction passage 15, whereby the fuel boil-off gas can be mixed with the intake air in advance.

For example, when the concentration of the fuel boil-off gas introduced from the metal can 7 is high, the fuel boil-off gas is diluted with the intake air in advance. Thereby, it is possible to suppress or prevent the fuel boil-off gas from adhering to the wall surface of the downstream side passage 14b. Therefore, the fuel boil-off gas can be efficiently introduced into the main passage 12 .

In the above-described embodiment, the drive source 50 including the stepping motor is shown as the drive source for driving the first adjustment valve 41 , the first adjustment valve 43 , and the first adjustment valve 44 , but it is not limited to this, as long as it is possible to To drive the first regulating valve with high precision, other drive sources including an actuator, or a drive source including a direct current (DC) motor and a speed reduction mechanism, etc. may be used.

In the above-described embodiment, when the second adjustment valve 61 and the second adjustment valve 63 are in the closed state, the first adjustment valve 41 , the first adjustment valve 43 , the first adjustment valve 44 and the second adjustment valve are shown. 61. In the case where the second regulating valve 63 is arranged in a non-contact manner, it is not limited to this, as long as the valve closing state of the second regulating valve 61 and the second regulating valve 63 is ensured, two configuration by way of user contact.

In the above-described embodiment, the case where the first regulating valve 41 , the first regulating valve 43 and the second regulating valve 61 are formed separately has been shown, but it is not limited to this, as long as it is linked to the movement of the first regulating valve The first and second control valves may be formed integrally with the structure for driving the second control valve to open and close. In this case, the second biasing spring can be eliminated.

In the above-described embodiment, the case where the first biasing spring 42 that biases the first adjustment valve 41, the first adjustment valve 43, and the first adjustment valve 44 in the direction of the axis S is shown, but it is not limited to Here, the first biasing spring may be eliminated as long as it is a structure that does not generate rattling, backlash, or the like.

In the above-described embodiment, the sub-channel 14 including the upstream-side channel 14a, the downstream-side channel 14b, and the connecting channel 14c is shown as the sub-channel, but it is not limited to this, as long as the throttle valve 30 is bypassed and the sub-channel 14 can pass through The first adjustment valve is used to adjust the flow rate, and other forms of auxiliary channels can also be used.

In the above-described embodiment, the configuration in which the downstream side channel 14b, which is a part of the sub-channel 14, is also used as the gas channel provided in the main body 10 is shown, but it is not limited to this, and a dedicated gas channel may be provided.

In the above-described embodiment, the case where the sleeve 70 and the sleeve 170 for accommodating the second regulating valve 61 and the second regulating valve 63 are used, but the present invention is not limited to this. For example, as long as the second adjustment valve can be assembled, a configuration in which a housing space for disposing the second adjustment valve is provided in the main body, and a cover and a connector for closing the opening portion thereof may be provided.

As described above, the throttle device and the fuel boil-off gas recovery system of the present invention can suppress the increase of special parts, realize cost reduction, miniaturization, etc., and can reliably collect the fuel boil-off gas without releasing the fuel boil-off gas to the outside, so it is of course applicable to It is also useful for other vehicles, such as motorcycles, which require downsizing and cost reduction.

Explanation of symbols

1: Throttle device

2: Engine

3: Intake system

6: Fuel tank

7: Metal cans

8b: Piping

10: Subject

12: Main channel

14: Secondary channel

14a: Upstream side channel (auxiliary channel)

14b: Downstream side channel (auxiliary channel, gas channel)

S1: axis (specified direction)

14c: even channel (sub channel)

15: Introductory channel (gas channel)

30: Throttle valve

41, 43, 44: The first adjustment valve

42: The first force spring

50: drive source

61, 63: Second adjustment valve

62, 64: Second force spring

70, 170: casing

71, 171: Channel

74: Connector

Claims (10)

1. A throttling device, comprising: Throttle valve to open and close the main channel; a main body having the main passage, a secondary passage bypassing the throttle valve, and a gas passage for introducing fuel boil-off gas into the main passage; a first adjustment valve, which adjusts the channel area of the secondary channel; a drive source that drives the first adjustment valve; and The second adjustment valve is driven by the driving force of the driving source to adjust the passage area of the gas passage. 2. The throttling device according to claim 1 or 2, characterized in that, The first regulating valve is arranged to freely move back and forth in a predetermined direction, The second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve. 3. The throttling device according to claim 2, characterized in that, The first regulating valve and the second regulating valve are arranged so that when the first regulating valve moves in the valve closing direction, the second regulating valve moves in the valve opening direction. 4. The throttling device according to any one of claims 1 to 3, characterized in that it comprises: a first urging spring for urging the first regulating valve in the valve opening direction or the valve closing direction, and a second urging spring for urging the second regulating valve in the valve closing direction, When the second adjustment valve is driven to open and close, the second adjustment valve is maintained in a state of being in contact with the first adjustment valve by the force of the second biasing spring. 5. The throttling device according to claim 4, characterized in that, When the second regulator valve is maintained in a closed state, the first regulator valve and the second regulator valve are arranged so that they do not come into contact with each other. 6. The throttling device according to any one of claims 1 to 5, characterized in that, The secondary channel includes an upstream channel branched from the main channel, a downstream channel merged with the main channel, and a connecting channel connecting the upstream channel and the downstream channel, The gas passage includes the downstream side passage and an introduction passage communicating with the downstream side passage. 7. The throttling device according to claim 6, characterized in that, The first regulating valve is arranged to freely move back and forth in a predetermined direction, The second regulating valve is arranged so as to be driven to open and close in conjunction with the movement of the first regulating valve, The connecting channel and the introduction channel are arranged in the predetermined direction, The first adjustment valve adjusts the channel area of the connecting channel, The second adjustment valve adjusts the channel area of the introduction channel. 8. The throttling device according to any one of claims 1 to 7, characterized in that it comprises: a sleeve that is detachably connected to the main body, accommodates the second regulating valve, and defines a passage communicating with the gas passage, The bushing includes a connector that can be connected to a pipe through which the fuel boil-off gas flows. 9. A fuel evaporative gas recovery system, which is a fuel evaporative gas recovery system that recovers the fuel evaporative gas to an intake system of an engine, characterized in that it comprises: The throttle device according to claim 8, mounted on the engine; fuel tank; a metal canister into which fuel boil-off gas is introduced into the fuel tank and temporarily stored; and Piping is used to connect the connector of the throttle device to the metal can. 10. The fuel boil-off gas recovery system according to claim 9, wherein, The second regulator valve is driven to open and close by the drive control of the drive source based on the opening degree information of the throttle valve included in the throttle device.

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